Dumping-wagon.



10,669,870. Patented m l2, lam. T. WRIGHT.

DUMPING mean.

, (Application filed Oct. 25, 1900.

(No'ModeL) 4 Sheets-$haet I.

WITNESSES [N VENTOH ll'amaa a" A Tron/v5 Y8 "No. 669,87Q. Patented Mar. I2, 190:.

T. WRIGHT.

DUHPING WAGON.

(Applicition filed Oct. 25, 1900.

(No Model.) 4 sheets- 5m: 2.

X9 F5 y WITNESSES m MENTOR ZZamaJ 71 179??? ATTORNEYS flmss'gszq. Pat ehtod Mar. l2, moi.

.T. WRIGHT.

DUMPING WAGON.

(Application filed Oct. 25, 1900. A (No llodel 4 Sheets5haet 3.

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No. 669,870. Patented mar.,'|2, 19m.

T. wmam. 5

DUIPING WAGON.

(Application filed Oct. 25, 1960. (lo IlodeL) Y 4 Sheets-Shed 4.

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J T, STATES PATENT FFICE.

THOMAS WRIGHT, OF JERSEY CITY, NEW JERSEY.

DUMPlNG-WAGON.

SPEGIFJLOATION forming part of Letters Patent N 0. 669,870, dated March 12, 1901.

Application filed October 25,1900. Serial No. 34,299. the model.)

To all whom it may concern.-

Be it known that I, THOMAS WRIGHT, a citizen of the United States, and a resident of Jersey Gity,in the county of Hudson and State of New Jersey, have invented a new and Improved Dumping-WVagon, of which the following is a full, clear, and exact description.

This invention relates to a class of dumping-wagons adapted to discharge the load by tilting the wagon-body rearward, so as to incline it sufficiently for the complete removal of its contents when the tail-board is lifted.

The object of my invent-ion is to provide a dumping-wagon of novel construction which is better adapted for a discharge of the load and the replacement of the tilted body than wagons of its class as heretofore constructed and also which will permit the ready removal of the wagon-body for the reception of a load and for its subsequent replacement on the running-gear of the wagon for transfer to a desired point where the load is to be dumped.

The invention consists in the novel construction and combination of parts, as is hereinafter described, and defined in the appended claims.

Reference is to be had to the accompanying drawings, forming a part of this specification, in which similar characters of reference indicate corresponding parts in all the figures.

Figure 1 is a side elevation of the improved dum ping-wagon with the body in level position on the running-gear. Fig. 2 is a side view of the wagon in part, showing the relative position of the working parts when the body is dumped. Fig. 2 is a fragmentary side view of novel details, showing the peculiar engagement of parts at the point where the wagon body fulcru ms when dumped. Fig. 3 is a side view showing the body elevated from the running-gear for transfer to a desired point for the reception of a load. Fig. 4 is an enlarged partly-sectional side view of the dumping mechanism at and near the rear end of the wagon ruuninggear, taken substantially on the line 4 4 in Fig. 10. Fig. 5 is an enlarged rear end view in part of novel details combined with the rear axle seen in the direction of the arrow m in Fig. 4. Fig. (3 is a sectional plan view substantially on the line 6 6 of Fig. 4. Fig. 7 is a vertical transverse sectional view substantially on the line 7 7 in Fig. 4. Fig. 8 is a sectional side view substantially on the line 8 8 in Fig. 9. Fig. 9 is a part1 y-sectional plan View substantially on the line 9 9 in Fig. 8. Fig. 10 is a transverse sectional view substantially on the line 10 10 in Fig. 8. Fig. 10 is an enlarged transverse sectional view of novel details substam tially on the line 10 10 in Fig. 1. Fig. 10 is a front view of a guide-box seen in the direction of the arrow 11 in Fig. 10. Fig. 11 is a transverse sectional view substantially on the line 11 11 in Fig. 8. Fig. 12 is aside view of a wagon-body and gear-frame, showing a modified construction of the improven'lents.

Fig. 13 is a partly-sectional side view taken Fig. 14 is a partly-sectional plan view taken substantially on the line 14 14 in Fig. 13. Fig. 15 is an enlarged transverse sectional view substantially on the line 15 15 in Fig. 12, and Fig. 16 is an enlarged transverse sectional view substantially on the line 16 16 in Fig. 13.

In the drawings which illustrate the construction and application of the improvements in the preferred form, 17 indicates the gear-frame for the improved wagon, mounted on the front axle 18 and rear axle 19, that are supported at their ends by the tractionwheels 20.

A bolster-frame 21 and fifth-wheel device 22 of any approved construction is located between the gear-frame 17 and the front axle 18 to adapt said axle for a swinging movement, as usual. A transverse elliptical spring 23 is mounted and centrally held upon the rear axle 19, having proper height to maintain the rear portion of the gear-frame a suitable distance above said axle for the introduction of the two similar elliptic springs 24, one below each side piece of the gear-frame 17. The springs 24 have their forward ends respectively clipped, as at (2., upon the lowerside ofa side member of the gear-frame, and the rear ends of these longitudinally-disposed springs slidably engage slots in boxes 24, that are clamped upon the rear axle and held in place by the bracket'frames 24 as best shown in Figs. 4 and 6. The middle .portionsof the two side springs 24 are hung upon and secured to the side members of the gear-frame 17 by the hanger-bars b, that engage with clips 0, the latter having bearing upon the lower sides of the springs 24. lhe hangerbars Z) at their upper ends are bolted upon the side pieces of the gear-frame l7, and spacingblocks 0 are introduced between the springs and side pieces of the gear-frame, so that the springs are held firmly and are adapted to transmit load strain imposed upon the gearframe to the boxes 24: and thence to the rear axle 19.

The wagon-body is elongated and rectangular, comprising a bottom frame 25 and a box 25, secured upon the bottom frame by any preferred means, said frame having proportions that adapt it to seat upon and be sustained by the gear-frame 17.

Upon the upper portion of each side member of the gear-frame 17 a curved guide-piece 26 is mounted, said guides extending forwardly from the rear ends of the gear-frame and being secured to said frame by any preferred means. Each of the guide-pieces 26 has a convex upper surface which terminates in a depending shoulder e, from which eX- tends rearwardly a carrier-arm 26 the upper surface of which is level at the shoulder e, and thence curves rearward and downward, as shown at e in Figs. 1, 3, 4, and 8, a transverse brace-rod 27 extending between the carrier-arms 26, the purpose of which will be hereinafter explained. Each guide-piece 26 is longitudinally slotted, as at (I, said slots having a curvature corresponding with that of the top surfaces of the guide-pieces.

A cross-beam 26 is secured upon the lower side of the bottom frame 25 at a suitable distance from the rear end of the same, and said beam is seated upon the fiat places on the arms 26 against the shoulders 2 when the wagon-body is in normal position on the gearframe 17. At the front end of the bottom frame 25 the usual staples g are extended forwardly at each side, thereof, said staples receiving the hooks it, that are pivoted upon the upper face of the side members of the gear-frame in front of the body, said engagement of the hooks and staples being effected when the body is in normal position on the frame 17 and the cross-beam 25 contacts with the shoulders e, as shown in Figs. 1 and 8.

Upon the inner side of each side member of the gear-frame 17 a rack-bar 28 is held to slide longitudinally by its loose engagement with the clip-plates i, that are secured upon the sides of the gear-frame, as shown in Figs. 8 and 13. Oneend of alink-bar29 is jointed upon the forward end of each rack-bar 28, and the opposite or rear ends of said linkbars are loosely mounted upon the transverse fulcrum-bar 30. Said fulcrum-bar extends outwardly at each end through the slots d in the guide-pieces 26 to have a loose engagement with perforations in the lower ends of the upright slide-bars 31, said fulcrum-bar having nuts or the like upon its ends to prevent endwise displacement of said bar.

Upon the outer sides of the box-body 25*,

ator near the longitudinal center thereof, two similar guide-boxes 32 are secured in vertical position, as shown in Figs. 1, 2, 3,10, and 10. The guide-boxes 32 each have two spaced side walls joined together at the top, but separated at their lower ends, affording a long pocket in each box for the free reception of the slide-oar 31, that is on a corresponding side of the gear-frame 17. Each slide-bar 31 is longitudinally slotted from a point near its upper end, as at m, and in the outer side of each guide-box 32 a keyhole m is formed, as clearly shown in Figs. 3, 10 and 10 A key m is provided for the connection of each guide-box with a complementary slide-bar 31 after the latter is introduced therein, so as to locate the keyhole m opposite the slot m. The keys m are alike, and each comprises a cylindric shank of suitable length having a toe m laterally formed on the end which is to be inserted in the keyhole m, the other or outer end of the key having a heavy handle m formed thereon, which extends at a right angle from the body or shank m It will be seen that the keyhole in the outer face of each guide-box 32 is notched to permit a free introduction of the shank m and toe thereon, the latter passing through the notch in the keyhole and out into a cavity formed in the side of the wagon-body 25, the handle m being held upright to permit the introduction of the key, as explained. Upon release of each key after it has been fully inserted through a keyhole m the handle m thereon will by its gravity assume a pendent condition, which will rock the toe away from the notch in the keyhole m, so as to engage the toe with the side of the guide-box and thus hold the'keylocked in the keyhole, as is shown in Figs. 10 and 10.

Obviously the construction and manner of connecting the slide-bars 31 with the guideboXes 32 and the loose connection of the fulcrum-bar 30 with the slots d in the guidepieces 26 and also with the slide-bars permit the latter to rock rearwardlyfrom an upright position and slide down in the guide-boxes 32 when the front end of the wagon-body is lifted.

A shaft 33 is held to rotate transversely on the lower sides of the gear-frame 17 in suitable boxes, and on said shaft are mounted two pinions 34,.that respectively mesh with the depending teeth of the rack-bars 28. The gear-shaft 33 extends atone end outside of the frame 17, andaratchet-wheel 35 is seen red on said projecting portion, a crankhandle 36 engaging the shaft outside of the ratchet wheel, the aperture in the end of the crankhandle corresponding in form with the angular body of said end of the gear-shaft, so as to adapt the crank-handle to revolve the shaft when said handle is manipulated.

The adjustmentof the rackbars 25 by means of the crank-handle 36, shaft 33, and gears 35 will evidently move the body 25 upon the gear-frame toward the rear end of IIO the gear-frame when said body and its bottom frame are in normal position and level on the gear-frame, and a pawl 35 for the ratchet-gear 35 is adapted to hold the shaft from rotating when this is desired. As the rack-bars and links 29 are slid rearwardly the bottom frame of the body 25 will become overbalanced at the rear and rock upon the convex upper faces of the guide-pieces 26, said body first assuming the position shown by dotted lines in Fig. 2 and by a further rearward movement finally tilting rearward into the position shown by solid lines in the same figure.

The full rearward sliding movement of the body 25 and its bottom frame 25 locates the fulcrum-bar 30 at the rear ends of the slots (1 in the guide-pieces 26 and removes the crossbeam 25 sufficiently rearward of the carrierarms 26 to permit a free rocking movement of the bottom frame thereon.

As the carrier-arms 26 project rearward from the guide-pieces 26 the brace-rod 27 is spaced a proper distance from the rear ends of said guide-pieces to permit two forked depending bracket-arms 25 that project down from the sides of the bottom frame 25 at the rearof, but near, the guideboxes 32 to engage with said brace-rod, which enters the forks of the bracket-arms as the body 25 is rocked downward, and thus becomes a fulcrum-support for the body of the wagon, that is tilted into the inclined position shown in Fig. 2 by slight manual effort.

When theloaded wagon-body has been tilted, as explained, the slide'bars 31 are drawn down from the guide-boxes 32 until the keys m impinge upon the upper terminals of the slots min said slide-bars, which will maintain the body 25 in connection with the gearframe 17, and the load held in said body may be dumped by removal of the tail-board 25 from the rear end of the body.

It will be seen that the position of the forked bracket-arms 25 on the wagon-body rearward of the longitudinal center thereof gives preponderance of weight to the portion of the body that is forward of these bracketarms, so that the wagon-body may with slight manual effort be rocked on the brace-rod 27 as a fulcrum to incline the body partially or fully rearward or return said body to alevel position after the rack-bars 28 are drawn forwardly by the means before explained.

On the outer sides of the gear-frame 17, near the forward terminationsof the slotsd-in the guide-pieces 26, a check-block 2t is secured, which blocks are oppositely positioned and arrest the forward movement of the body by the impingement of the slide-bars 31 upon the rear faces of the blocks 26*, as best shown in Fig. 4, this provision, together with the pawland-ratchet gear on lhe shaft 33, serving to render the body stable on the gear-frame in case the staples g and hooks h are dispensed with, as may be preferred in some cases.

On each upper corner of the box-body 25 a bracketed hook 25 is affixed, these hooks engaging with rings on the lower ends of hoisting-chains 37, the four chains of equal length when in complete form joining at the upper ends for connection to the lower end of a pendent chain or the like that is a portion of any suitable hoisting device, such as ordinary chain-blocks or a derrick. (Not shown.) The chains 37 are preferably held spread apart by four spreader-bars, (indicated by the single spreader-bar 38, shown in Fig. 3.) I have mentioned the bracketed hooks 25 as fixed on the corners of the boxbody 25*; but it is evident that said hooks may be on the ends of the chains and rings be formed on the brackets that are attached to the body, either construction affording a detachable connection for the chains with the body 25, which is necessary for their efiective action and removal as occasion may require.

In the use of the wagon for the removalof material from excavations, such as deep cellars, it is the common practice to provide an inclined roadway down into the cellar as it is in progress of excavation, and as this roadway is necessarily quite steep in deep cellar excavations it is very difficult to draw a full wagon-load up from the cellar. In some cases it has been found that but a portion of a load can be thus removed or that an extra horse must be employed to reinforce the team while drawing a full loaded wagon from the excavation. By provision of the chain attachments for the body 25 the latter may be readily hoisted from the gear-frame 17 if the hooks h are disconnected from the staples g at the front of the body and the keys m removed from the keyholes in the guide-boxes 32, as these hooks and keys are the only provision for retaining the body secured upon the gearframe.

In Figs. 12 to 16, inclusive, a modified construction is shown of the means for controlling the tilting movement of the body 25 on the gear-frame 17. The rack-bars, guidepieces. and carrier-arms that project rearward from the guide-pieces are retained, together with the transverse shaft and pinions which actuate the rack-bars when the shaft is manipulatedbyacrank-handle. Asshown, the carrier-arms 38 are clamped upon the rear portions of the gear-frames 17 by the top members of the bracket-frames 24". On the outer sides of the bottom frame of the boxbody 25 two similar hook-plates 39 are secured, these taking the place of the guideboxes 32 at the longitudinal centers of the frame 25 with the gear-frame 17, which is not separable. The ends of the fulcrum-bar 30 enter the slots d in the convex guidepieces 26 and are thus adapted to traverse said convex slots upon the reciprocation of the rack-bars 28. Upon the outer surface of each side member of the gear-frame 17 a stud d is outwardly projected at points near the shoulders e, which terminate the guidepieces 26.

It will be seen that the depending brackethooks 39, which have their noses extended rearwardly, are adapted to have hooked engagement with the studs 19, so that the latter become fnlcrums for a rockable support of the body on the rear end of the gear-frame. Furthermore, it will be obvious that the carrier-arms 38 have the same function as the carrier-arms 26, hereinbefore described, and aid to support the rocked body 25 rearward of the hooked connection, which relieves the books 39 and studsp from objectionable strain when the wagon-body is in a dumping position.

Having thus fully described my invention, 1 claim as new and desire to secure by Letters Patent- 1. In a dumping-wagon, the combination J with a body, and a supported gear-frame whereon the body is mounted to slide and rock at the rear end thereof, of telescoping connections at the sides of the body and gearframe which define the rocking movement of the body.

2. In a dumping-wagon, the combination with a body, and a supported gear-frame, of guides on the rear portion of the geanframe whereon the body may rock, two oppositelypositioned telescoping devices adapted to limit the rocking movement of the body, and means to release connected members of the telescoping devices and permit detachment of the body from the gear-frame.

3. In a dumping-wagon, the combination with a body, and a supported gear-frame, of guides curved on their top faces and located at the rear ends of the gear-frame, telescoping connections between the body and guides, adapted to traverse said guides, and means for longitudinally moving the body.

4. In a dumping-wagon, the combination with a body and a gear-frame, of guides curved on their top faces and positioned on the rear ends of the gear-frame, extensible and contractible loose connections between the sides of the body and the gear-frame, and carrierarmsrearward of the guides whereon the body may rock.

5. In a dumping-wagon, the combination with a body, and a supported gear-frame, of curved guides at the rear ends of the side members of the gear-frame, guide-boxes on the body, slide-bars on the gear-frame, loosely connected with the guides and slidably engaging the guide-boxes, and means for longitudinally moving the slide-bars along the guides,- for a like movement of the body on the gear-frame.

6. In a dumping-wagon, the combination with a body, a supported gear-frame having convexed slopes at the rear ends of its sides,

curved slots beneath said slopes, and a transverse fulcrum-bar loosely engaging the slots and extending outside of the gear-frame at each end, of telescoping devices held loosely on the ends of the fulcrum-bar and also connected with the body, and means for moving the body endwise on the gear-frame.

7. In a dumping-wagon, the combination with a body, a supported gear-frame, convex slopes on the rear ends of the sides of the gear-frame, curved slots below and parallel with the convex slopes, and two similar telescoping devices between the body and gearframe, of a transverse fulcrum-bar engaging with the slots and also with the telescoping devices, rack-bars, and links thereon engaging the fulcrum-bar and held to slide on the gear-frame, and means for sliding the rackbars.

8. In a dumping-wagon, the combination with a bottom frame for a wagon-body, and a transverse beam on the lower side of said bottom frame near the rear end thereof, of a gear-frame, two guide-pieces on the rear ends of the sides of the gear-frame and having convex top faces, a carrier-arm extended from each guide-piece below its convex upper side, and a shoulder at the end of each guide-piece against which the transverse beam may impinge when seated upon the carrier-arms.

9. In a dumping-wagon, the combination with a body, a gear-frame whereon said body seats, the rear ends of the side of the gearframe having convex slopes thereon to aid the dumping of the body, and telescoping connections between the body and gear-frame that permit said body to rock and slide endwise, of means for sliding the body, com prising a transverse fulcrum-bar loosely engaged at its ends with the telescoping connections, two slidable rack-bars on the gear-frame, linkbars loosely connecting the rack-bars with the fulcru m-bar, a transverse shaft held to rotate on the gear-frame, a crank-handle therefor, and pinions secured on the shaft and meshing with the rack-bars. v

10. In a dumping-wagon, the combination with a body and a gear-frame whereon the body may slide and rock, of two notched plates depending from the sides of the body intermediate its ends, and a transverse fulcrum-rod held at the rear end of the gearframe whereon the notched plates may be seated and rock.

11. In a dumping-wagon, the combination with a body and a gear-frame, notched plates depending from the body intermediate its ends, and telescoping devices adapted to detachably hold the body on the gear-frame and also to permit it to rock and slide thereon, of a transverse bar held at the rear end of the gear-frame, whereon the notched plates may seat and rock when the body is moved rearward, and means for moving the body.

12. In a dumping-wagon, the combination with a body, and a gear-frame adapted to permit said body to slide and rock thereon at the rear end of said gear-frame, of means for controlling the rocking and sliding movement of the body, comprising two guide-boxes having keyholes therein and fixed upon the body intermediate its ends, and slotted slide-bars held to rock on the gear-frame and movable in the guide-boxes, and removably securable in said boxes after passing through the slots in the slidebars.

13. In a dumping-wagon, the combination with a supported gear-frame, and a body held detaohably on the gear-frame, of flexible connections extended from the four corners of the body convergingly, and spreader-bars engaged by their ends with these connections to prevent them from injuring the body.

14. In a dumping-wagon, the devices for connecting the rockable body with the running-gear and gear-frame thereof, comprising the duplicate guide-boxes, each having a keyhole therein extending through the front and rear spaced walls of said guide-box, the slidebar for each box, having a longitudinal slot therein, and the removable locking-key having a lateral toe at the insertible end thereof, and a weighty handle extended laterally at the outer end.

15. In a dumping-wagon, dumping mechanism comprising a body held to slide upon the gear-frame and to rock on the convex rear edges of said gear-frame, carrier-arms at the rear ends of said gear-frame, a transverse fulcrum-rod extended as a brace between the carrier-arms, notched plates depending from the body, adapted to seat and rock upon said rod, and means for sliding the body.

16. In a dumping-wagon, the combination with a body having a bottom frame, and a projection depending from the bottom frame intermediate its ends, of a gear-frame whereon the bottom frame may rock and slide, carrierarms at therear ends of the sides of the gearframe, said ends forming shoulders above the carrier-arms adapted to contact with the depending projection of the bottom frame when it is seated upon the carrier-arms, and means positioned at the front ends of the bottom frame and gear-frame, adapted to detachably connect them and hold the body from moving endwise on the gear-frame.

17. In a dumping-wagon, of the character described the gear-frame curved on its upper edges at the rear ends of its side members, and the two carrier-arms extended from the gear-frame side members at their rear ends, and below their curved upper edges providing shoulders at said rear ends.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

THOMAS WRIGHT.

Witnesses:

WILLIAM P. CROWLEY, HARRY P. STEWART. 

